US6499447B2 - Process for operating an electromagnetic actuator - Google Patents

Process for operating an electromagnetic actuator Download PDF

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Publication number
US6499447B2
US6499447B2 US09/809,297 US80929701A US6499447B2 US 6499447 B2 US6499447 B2 US 6499447B2 US 80929701 A US80929701 A US 80929701A US 6499447 B2 US6499447 B2 US 6499447B2
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Prior art keywords
armature
current
voltage
coil
voltage curve
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Expired - Fee Related
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US09/809,297
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US20010022163A1 (en
Inventor
Ralf Cosfeld
Konrad Reif
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/40—Methods of operation thereof; Control of valve actuation, e.g. duration or lift
    • F01L2009/4086—Soft landing, e.g. applying braking current; Levitation of armature close to core surface
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2034—Control of the current gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/2068—Output circuits, e.g. for controlling currents in command coils characterised by the circuit design or special circuit elements
    • F02D2041/2079—Output circuits, e.g. for controlling currents in command coils characterised by the circuit design or special circuit elements the circuit having several coils acting on the same anchor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a process for operating an electromagnetic actuator and, more particularly, to a process for actuating a gas exchange lift valve of an internal combustion engine, with an armature, which is moved oscillatingly between two electromagnetic coils against the force of at least one return spring via an alternating supply of current to the electromagnetic coils.
  • a preferred application for an electromagnetic actuator of the type described above is for electromagnetically actuating a valve drive mechanism of an internal combustion engine. That is, the gas exchange lift valves of an internal combustion piston engine are actuated by such actuators in the desired manner, so as to be opened and closed in an oscillating manner.
  • the lift valves are moved individually (or also in groups) by means of electromechanical actuating elements - the so-called actuators - whereby the time for opening and closing each lift valve can be selected in essence arbitrarily.
  • the valve timing of the internal combustion engine can be adjusted optimally to the current operating state (which is defined by the speed and the load) and to the respective requirements with respect to consumption, torque, emission, comfort and response characteristics of a motor vehicle, driven by the internal combustion engine.
  • the essential components of a known actuator for actuating the lift valves of an internal combustion engine are an armature and two electromagnets for holding the armature in the position “lift valve open” or “lift valve closed” with the related electromagnetic coils. Furthermore, return springs are provided for the movement of the armature between the position “lift valve open” and “lift valve closed”.
  • FIG. 1 depicts such an actuator with a related lift valve in the two possible end positions of the lift valve and the actuator-armature.
  • diagrams illustrate the curve of the armature lift z or the armature path between the two electromagnetic coils and, furthermore, the current flow I in the two electromagnetic coils over time t in accordance with the known state of the art (which is simpler than the mechanism described in German Patent document DE 195 30 121 Al, discussed in the introductory part of the specification).
  • FIG. 1 depicts the closing operation of an internal combustion engine lift valve, which is marked with the reference numeral 1 .
  • a valve closing spring 2 a acts on the lift valve 1 .
  • the actuator which is generally designated by reference numeral 4 in its entirety, acts on the shaft of the lift valve 1 - here with intercalation of a hydraulic valve play compensating element 3 (which is not absolutely necessary).
  • the actuator 4 comprises not only two electromagnetic coils 4 a, 4 b, but also a push rod 4 c, which acts on the shaft of the lift valve 1 and which bears an armature 4 d.
  • the armature 4 d can be slid longitudinally and oscillatingly between the electromagnetic coils 4 a, 4 b.
  • a valve opening spring 2 b acts on the end of the push rod 4 c, facing away from the shaft of the lift valve 1 .
  • FIG. 1 depicts an oscillatory system, for which the valve closing spring 2 a and the valve opening spring 2 b form a first and a second return spring, for which consequently the reference numerals 2 a, 2 b are also used.
  • This oscillatory system is shown on the left hand side of FIG. 1, where the lift valve 1 is completely open and the armature 4 d rests against the bottom electromagnetic coil 4 b.
  • This coil 4 b is also called hereinafter the opener coil 4 b, since it holds the lift valve 1 in its opened position.
  • the second end position of the oscillatory system is shown on the right hand side of FIG. 1, where the lift valve 1 is completely closed and the armature 4 d rests against the upper electromagnetic coil 4 a.
  • This coil 4 a is also called hereinafter the closer coil 4 a, since it holds the lift valve 1 in its closed position.
  • the armature 4 d detaches from this coil 4 b and the lift valve 1 is accelerated by means of the stressed valve closing spring 2 a into approximately its central position (in the direction toward the top of the page), but then continues to move owing to its mass inertia so as to thereby stress the valve opening spring 2 b, so that the lift valve 1 (and the armature 4 d ) are decelerated. Then, at an appropriate time, the supply of current is guided to the closer coil 4 a (the current I for the coil 4 a is shown with a solid line in the I-t diagram).
  • this coil 4 a “catches” the armature 4 d (this operation is the so-called “catch” process), and holds it finally in the position “lift valve closed”, illustrated on the right hand side of FIG. 1 .
  • the current in this coil is switched over, moreover, to a lower holding current level (see I-t diagram).
  • the reverse transition from “lift valve closed” to “lift valve open” takes place analogously.
  • the current I in the closer coil 4 a is turned off and the current for the opener coil 4 b is turned on with a time delay.
  • sufficient electric voltage is applied to said coils, whereas the turning off of the electric current I is triggered by lowering the electric voltage to the value “zero”.
  • the necessary electric energy for operating each actuator 4 is taken either from the electrical system of the vehicle, driven by the related internal combustion engine, or provided by means of a separate energy supply, adjusted to the valve drive mechanism of the internal combustion engine.
  • the electric voltage is held constant by the energy supply; and the coil current I of the actuators 4 , assigned to the internal combustion engine lift valves 1 , is controlled in such a manner by a controller that the necessary forces for the opening, closing and holding of the lift valve(s) 1 in the desired position are generated.
  • the aforementioned controller or a control unit adjusts through timing the coil current I during the so-called catch process (wherein one of the two coils 4 a, 4 b endeavors to catch the armature 4 d ) to a value that is large enough to catch reliably the armature 4 d under all conditions.
  • the force of the catching electromagnetic coil 4 a or 4 b on the armature 4 d is approximately proportional to the current I and inversely proportional to the distance between the coil and the armature.
  • German Patent document DE 195 30 121 A1 does offer an improvement especially with respect to the noise development and the actuator wear. It proposes a process for reducing the landing speed of the armature on an electromagnetic actuator. As the armature approaches the pole surface of the coil catching the armature, the voltage, applied to this coil, is limited (that is, essentially reduced) to a specified maximum value so that the current, flowing through the coil, drops during a part of the time that the voltage is limited. Furthermore, it is also stated that the degree to which the voltage is limited or reduced can be specified in a family of characteristics. The corresponding values and, in particular, also the respective time at which this voltage reduction is supposed to start, can be determined experimentally.
  • German Patent document DE 198 32 198 A1 describes a process for reducing the landing speed of an armature on the electromagnetic actuator, where in the braking phase, which follows a catch phase, a timed electric voltage is applied. In so doing, the respective switching times and the voltage-to-timing ratio of a regulator are determined with the aid of a desired trajectory, describing the desired movement of the armature.
  • the actual voltage curves for the implementation of this process are usually found with so-called controller based design methods. They involve empirical or numerical, thus arithmetic methods, with which a voltage curve is determined when specific boundary conditions are set and with which the desired result can be shown.
  • the object of the present invention is therefore to provide a process in which the high current eddies in the armature can be largely avoided during the operation of an electromagnetic actuator.
  • This problem is solved according to the invention by a process for operating an electromagnetic actuator, in particular to actuate a gas exchange lift valve of an internal combustion engine, with an armature, which is moved oscillatingly between two electromagnetic coils against the force of at least one return spring via an alternating supply of current to the electromagnetic coils and whereby, as the armature approaches the coil subjected first to a current flow, during the so-called catch process the voltage, applied to the coil catching the armature, is reduced, characterized in that a voltage control method is chosen with a voltage curve, with which an eddy current, calculated with a mathematical model, is minimized in the armature.
  • An important idea of the present invention is the consideration of the eddy currents, induced in the armature, during preparation of the voltage curve to regulate/control the electromagnetic actuator. From a number of possible voltage curves, which allow the operation of an electric actuator in the required manner, a voltage curve can be selected in the sense of avoiding eddy currents.
  • a mathematical or numerical model is used to find the voltage curve.
  • One possibility for determining the voltage curve lies in the use of a so-called controller design method with variable structure, as is well known.
  • the voltage curve can then be realized by different ways and means, for example through pulse width modulation.
  • FIG. 1 is a schematic drawing of an electromagnetic actuator with a related lift valve in its two possible end positions, where the curve of the armature lift z and the curve of the current flow I in the two electromagnetic coils overtime are shown between the two illustrated states;
  • FIG. 2 is a schematic block diagram, where a control concept, according to one embodiment of the present invention, is shown;
  • FIGS. 3 a to 3 d are diagrams, depicting the individual phases of a control sequence during the catch process
  • FIG. 4 is a schematic drawing of an actuator part with a sketched magnetic flux
  • FIG. 5 is an equivalent circuit diagram of the magnetic flux, depicted in FIG. 4 .
  • FIG. 1 For the description of FIG. 1 reference is made to the explanation in the introductory part of the specification.
  • FIG. 2 is a block diagram of one embodiment of a control model according to the invention.
  • a controller 10 performs a control sequence with the aid of the signals of a desired trajectory 20 that describes the desired movement of the armature, where the signals of a subordinate observer 11 are processed.
  • the output variable of the control model or the controller 10 is an electric voltage U, which is being or was applied to the coil 4 a or 4 b catching the respective armature 4 d (see FIG. 1 ).
  • This voltage U has, for example, a value, whose amount is fixed, and is applied by the controller 10 in a timed manner (pulse width modulation) to the respective coil 4 a or 4 b, whereby the sign of the electric voltage is determined in a suitable manner.
  • the position between the coils 4 a, 4 b, which corresponds to the lift curve of the lift valve 1 or the armature 4 d, through the path coordinate z, which is measured in a suitable manner, is an input variable of the control model, described here.
  • the path coordinate z is further processed by the observer 11 .
  • the position of the armature is hereinafter referred to as “z” without using the explanatory term “path coordinate”.
  • the movement speed z′ of the armature and the armature acceleration z′′ can be estimated or found from the path coordinate z by means of the first or second derivative over time.
  • the value z and the variables z′, z′′, derived from said value, are found by the observer 11 and sent as the so-called estimated value 21 to the controller 10 .
  • Another input variable of the control model which is described here and which is processed by the observer 11 in determining the estimated values 21, is the current flow I, determined in the respective coils 4 a, 4 b. “I” is a consequence of the applied voltage U.
  • the phases depicted in the series of FIGS. 3 a to 3 d, represent the control sequence during the catch process by means of one of the two coils 4 a, 4 b in a system, according to FIG. 1 .
  • FIG. 3 a the electric voltage U, applied to the electromagnetic coil catching the armature, is plotted over time t, whereas in the second diagram (FIG. 3 b ) the related path coordinate z of the armature 4 d is shown plotted against time.
  • FIG. 3 a the individual phases, namely the catch phase FP, the braking phase BP and the holding phase HP (following landing of the armature on the coil) are marked.
  • this turn on time t 1 can be arbitrarily chosen in principle within certain limits. It must only be guaranteed that it is possible to catch the armature 4 d at all.
  • the determination of the voltage U or the voltage curve will be explained in detail below.
  • the controller 10 divides the entire catch process of the armature 4 d into two phases, namely the catch phase FP and a subsequent braking phase BP.
  • the latter phase follows as the third phase (holding phase HP), after the landing of the armature 4 d on the respective coil 4 a or 4 b.
  • the armature 4 d is held reliably on the respective electromagnetic coil.
  • the holding current control sequence can be switched over, a state that is induced, as illustrated, by a timed loading of the respective coil 4 a, 4 b with the electric voltage U.
  • the voltage supply of the respective coil 4 a or 4 b, catching the armature 4 d, is interrupted in this phase at time t 2 , thus starting this braking phase BP.
  • the respective times for turning on and off the voltage U, which is a constant or variable according to the amount, and the related sign is determined by the controller 10 , according to a predetermined and previously fixed voltage curve.
  • the function of the controller 10 can be described as follows. To obtain a reduced landing speed on the respective coil 4 a or 4 b, the armature 4 d must already be braked in a controlled manner in its catch phase, that is, during the actual landing. Of course, this braking phase BP should not prolong any longer than necessary the opening and closing time of the internal combustion engine lift valve 1 , actuated by the actuator 4 .
  • suitable state variables for the armature movement must first be chosen.
  • the armature acceleration z′′ is chosen as the third state variable, since as the direct derivative of the armature speed z′, it also represents a variable that is easy to interpret.
  • FIG. 4 which is a detailed illustration of an electric actuator, according to FIG. 1
  • a magnetic flux generated by the current flow in the coils 4 a or 4 b.
  • the result is, first of all, a magnetic flux ⁇ c in the yoke.
  • a magnetic flux ⁇ a in the armature 4 d is, there exists a stray magnetic flux ⁇ w between the two open ends of the yoke 5 , and in particular not only when the armature is abutting but also when it is not abutting a coil.
  • the reference numeral 60 in FIG. 5 denotes the magnetic flux source, which is generated by the coils 4 a or 4 b and which can be characterized by the number of coil windings N and the coil current I.
  • the stray magnetic flux ⁇ 2 which takes place over the two open ends of the yoke 5 , is described as the magnetic resistance R w .
  • the magnetic resistance R c (reference numeral 64 ) represents the magnetic resistance in the yoke 5 .
  • the magnetic resistance R az (reference numeral 66 ) represents the magnetic resistance in the armature, on the one hand, and in the air gap between the armature 4 d and the yoke 5 in the event that the armature 4 d does not completely rest on the yoke 5 .
  • Reference numeral 68 denotes another magnetic flux source, which results from the current eddy I e , induced in the armature 4 d.
  • the current eddy I e induced in the armature 4 d, can be determined by means of a mathematical model.
  • the controller 10 can now resort to the above described desired trajectory 20 in order to carry out its function.
  • This desired trajectory contains, as a function of the time t, not only the values to be coordinated for the position z, the speed z′, and the acceleration z′′ of the armature 4 d, but also the current I, which must be taken into consideration for the voltage, induced in the armature 4 d.
  • the desired trajectory 20 is nothing more than a table of desired values, deposited in a storage medium, such as a memory.
  • the controller 10 corrects this by suitably turning the voltage U on and off.
  • the controller 10 can be designed in detail using different methods of linear and nonlinear control theory, and hence there is no need to go into the details here.
  • a preferred embodiment proposes said table be calculated, among other things, from the boundary condition that the acceleration z′′ of the armature 4 d ought to have the value 0 at the time of the landing on the respective electromagnetic coil 4 a or 4 b. Furthermore, the current I should be laid out in such a manner in the table of values that the resulting current eddies in the armature 4 d can be minimized. In observing these conditions, the armature 4 d can touch down in a jolt free manner on the coil 4 a or 4 b without any excessive current eddy losses in the armature 4 d during the catch phase.
  • the position z, the armature speed z′ and the armature acceleration z′′ are plotted over time and in the end phase of the armature movement, that is, prior to the landing of the armature 4 d on the coil 4 a or 4 b, catching said armature.
  • the actual control process is started and in particular until the landing time t 4 , a state that terminates the braking phase BP.
  • the controller 10 needs at least four state variables in the present process to carry out its function.
  • they are here the armature position z, the movement speed z′ of the armature 4 d, and the armature acceleration z′′, as well as the coil current I.
  • an actuator model is connected parallel to the actuator 4 .
  • Said actuator model is supplied with a variable, which is important for the actuator 4 , namely with the variable of the current flow I, determined in the respective coil 4 a, 4 b.
  • the armature position estimated on this basis, can be compared with the actually measured armature position z that is also sent to the observer 11 as the input variable. The resulting difference can then be fed back over a correction function to the variable or the so-called state variable of the actuator model. If the initial states are incorrectly estimated, the observer 11 compares, based on its correction function, the estimated values for the armature position z, the movement speed z′ of the armature 4 d and the armature acceleration z′′, as well as the current I with the actual values for the same.
  • the correction function described above, can be designed by means of different methods of linear and nonlinear control theory.
  • said eddies can be avoided by means of a suitable voltage regulating method so that there are no excessive energy losses. Moreover, higher accuracy of the control times can also be obtained. Furthermore, there is no need for design measures in terms of additional construction to avoid the current eddies. Rather, the current eddies are damped by suitably turning on and off the coil voltage in the requisite and desired degree.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Valve Device For Special Equipments (AREA)
  • Control Of Linear Motors (AREA)
  • Electromagnets (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US09/809,297 2000-03-16 2001-03-16 Process for operating an electromagnetic actuator Expired - Fee Related US6499447B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10012988 2000-03-16
DE10012988A DE10012988A1 (de) 2000-03-16 2000-03-16 Verfahren zum Betrieb eines elektromagnetischen Aktors
DE10012988.9 2000-03-16

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US20010022163A1 US20010022163A1 (en) 2001-09-20
US6499447B2 true US6499447B2 (en) 2002-12-31

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US (1) US6499447B2 (de)
EP (1) EP1134364B1 (de)
JP (1) JP2001313209A (de)
DE (2) DE10012988A1 (de)
ES (1) ES2261286T3 (de)

Cited By (3)

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US20020117132A1 (en) * 2000-11-14 2002-08-29 D'alpaos Egidio Method of estimating the effect of the parasitic currents in an electromagnetic actuator for the control of an engine valve
EP1479879A1 (de) * 2003-05-10 2004-11-24 Bayerische Motoren Werke Aktiengesellschaft Elektromagnetischer Ventiltrieb mit Wirbelstromkreis für passive Rotorabbremsung
US20100187455A1 (en) * 2007-09-07 2010-07-29 Microsys Technologies, Inc. Gas valve with high speed opening and high speed gas flow capability

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DE10205383B4 (de) * 2002-02-09 2007-04-12 Bayerische Motoren Werke Ag Verfahren zur Steuerung der Bewegung eines Ankers eines elektromagnetischen Aktuators
DE10205389A1 (de) * 2002-02-09 2003-08-28 Bayerische Motoren Werke Ag Verfahren zur Steuerung der Bewegung eines Ankers eines elektromagnetischen Aktuators
DE10205385A1 (de) * 2002-02-09 2003-08-28 Bayerische Motoren Werke Ag Verfahren zur Steuerung der Bewegung eines Ankers eines elektromagnetischen Aktuators
DE10206031B4 (de) * 2002-02-14 2007-08-30 Bayerische Motoren Werke Ag Verfahren zur Steuerung der Bewegung eines Ankers eines elektromagnetischen Aktuators
DE10244337B4 (de) * 2002-09-24 2008-09-04 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Steuerung der Bewegung eines Ankers eines elektromagnetischen Aktuators
DE10244335B4 (de) * 2002-09-24 2008-01-03 Bayerische Motoren Werke Ag Verfahren zur Steuerung der Bewegung eines Ankers eines elektromagnetischen Aktuators
DE10244518B4 (de) * 2002-09-25 2005-12-22 Bayerische Motoren Werke Ag Verfahren zur Steuerung der Bewegung eines Ankers eines elektromagnetischen Aktuators
DE10257693B4 (de) * 2002-12-11 2008-01-03 Bayerische Motoren Werke Ag Verfahren zur Steuerung der Bewegung eines Ankers eines elektromagnetischen Aktuators
DE10318245B4 (de) * 2003-03-31 2008-03-20 Bayerische Motoren Werke Ag Verfahren zur Steuerung der Bewegung eines Ankers eines elektromagnetischen Aktuators
DE10318246A1 (de) * 2003-03-31 2004-11-11 Bayerische Motoren Werke Ag Verfahren zur Steuerung der Bewegung eines Ankers eines elektromagnetischen Aktuators
DE10325706B4 (de) * 2003-06-06 2007-05-03 Bayerische Motoren Werke Ag Verfahren zur Steuerung der Bewegung eines Ankers eines elektromagnetischen Aktuators
FI119030B (fi) * 2005-04-28 2008-06-30 Waertsilae Finland Oy Polttomoottorin polttoaineen syöttölaitteiston ohjausjärjestelmä
DE102013108966A1 (de) * 2013-08-20 2015-02-26 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren und Vorrichtung zum Überwachen eines elektromagnetischen Hydraulikventils für eine variable Ventilsteuerung
DE102018108572B4 (de) * 2017-04-12 2023-05-04 Toyota Jidosha Kabushiki Kaisha Spurwechselunterstützungsvorrichtung für ein fahrzeug
US11837401B2 (en) 2018-11-12 2023-12-05 Ozyegin Universitesi Actuation system to achieve soft landing and the control method thereof

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US20010022163A1 (en) 2001-09-20
EP1134364A3 (de) 2003-05-14
ES2261286T3 (es) 2006-11-16
DE10012988A1 (de) 2001-09-20
EP1134364B1 (de) 2006-05-03
DE50109661D1 (de) 2006-06-08
JP2001313209A (ja) 2001-11-09

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